Brake-beam



(No Model.)

7 P. L. LAMKBY.

BRAKE BEAM.

Patented July 'LT1-896.

y" UNITED STATES PATENT OFFICE.

FRANK L. LAMKEY, OF ST. LOUIS, MISSOURI, ASSIGNOR OF ONE-HALF TO PETER H. MURPHY, OF EAST ST. LOUIS, ILLINOIS.

BRAKE-BEAM.

SPECIFICATION forming part of Letters Patent No. 563,284, dated July 7, 1896.

Application filed March 20, 1896.

To all whom it may concern:

Be it known that I, FRANK L. LAMKEY, a citizen of the United States, residing at the city of St. Louis, State of Missouri, have invented a certain new and useful Improvement in Brake-Beams, of which the following is a full, clear, and exact description,reference being had to the accompanying drawings, forming a part of this specification, wherein- Figure 1 is a top plan view of my improved beam. Fig. 2 is a front elevational view of one end of the same. Fig. 3 is an inside elevational view of the brake-head, showing the recess or seat for the beam proper. Fig. 4 is a longitudinal vertical sectional view through the beam proper. Fig. 5 is a rear view showing the winged end of the strut or brake-lever post, and Fig. 6 is a slightly-modified form of connection between the strut or brakelever post and the beam proper.

This invention relates to a new and useful improvement in brake-beams, the object being to construct a beam of the character described with a View of compactness, strength, and simplicity, which necessarily involves features of construction and combinations of parts all as will hereinafter be described, and afterward pointed out in the claims.

The essential features of my present invention reside in the construct-ion of the beam proper and in the manner of mounting the strut or brake-lever post therein, whereby the position of the post maybe changed from right to left, or vice versa, to accommodate levers operated from either side. This strut may be called universal in that it subserves the use of either a right or left hand post simply by changing its position.

In the drawings, A indicates the beam proper; B, the strut or brake-level' post; C, the tension-rod; D, the sleeves or caps inclosing the ends of the beam, and through which pass the ends of the tension-rod, and E the brakeheads.

The beam A, or compression member, as it maybe termed, may be cambered, as shown, by tightening the nuts on the ends of the tension-rod. This beam is substantially I shape in cross-section,except at its ends,which are solid, with the exception of a groove or recess @,which receives the end of the tension- Serial No. 584,088. (No model.)

rod. By making the ends of the beam solid I am enabled to have the greatest strength at the point Where it is most needed,`that is, near the brake-head, where beams most frequent] y brake. Secured near the brake-heads, and preferably by Cotter-pins, as shown, are guiding-rods F,Whose function is well understood. Near the outer ends of the web portion of the I-shaped sections of the beam are formed small openings b, which are used to receive a hook (not shown) for supporting the beam. The web is strengthened by ribs between these hook-openings, as shown. The middle portion of the beam, where it receives the rear end of the strut, is strengthened, and through this strengthened portion `is formed a keyhole-opening c, which receives the rear end of the strut.

The strut or brake-lever post B is slotted, as is usual, the front end of the same being formed with intersecting grooves, into which is seated the tension-rod C. d are ears or lugs on the front end of the strut for receiving a hook to support the same. This strut is formed with a shoulder, which is adapted to fit up against the beam A, and a reduced tail portion, which is adapted to pass through or be received in the keyhole-opening c in the beam A. The outer end of this tail-bolt is provided with wings e, which lock the strut in position or prevent its displacement when the wings are turned to one side of the keyslot of opening c, as shown in Fig. 5. It sometimes happens that, in hanging brake-beams, the brake-levers are either right or left, and unless it is known positively how the brake-gearing is arranged under the car and proper provision made the beams cannot be hung by reason of being the opposite to the brake-lever. Therefore it is desirable that the brake-lever post or strut be made universal or adjustable, so as to coperate with either a right or left handbrake-lever. To accomplish this, I revolubly mount the strut in the brake-beam through the medium of the tail-bolt, the wings holding it in position when it is turned slightly after bein-g seated home The tension-rod, being seated inthe grooves in the front end of the strut, holds it in place when said rod is under tension, but should the nuts on the ends 'of the rod relieve theA IOO same of tension the Wings will hold the strut in place, and it cannot revolve of its own motion until the rod has so far become loosened as to be unseated from the groove. These grooves, as before stated, intersect each other, and are arranged at an angle of eighty degrees relation to each other, thus enabling the strut to be turned from its position as a right-hand brake-lever post, as shown in Fig. l, to a left-h and brake-lever post, or vice versa, simply by loosening the tension on the rod C, unseating said rod, and revolving the post one-quarter or nearly a quarter of a revolution.

Instead of using my peculiar form of beam A with the universal strut, I may, if desired, form the strut With an eye at its rear end and shrink the same or otherwise secure it to the beam A, as shown in Fig. G.

I am aware that many minor changes in the construction, arrangement, and combination of the several parts of my device can be made and substituted for those'herein shown and described Without in the least departing from the nature and principle of my invention.

Having thus described my invention, what I claim, and desire to secure by United States Letters Patent, is-

l. In a brake-beam, the combination With the beam proper, which is formed substantially I shape throughout its length, the ends of said beam being recessed in the plane of its central Web, a strut or brake-lever post, brake-heads on the ends of the beam, and a tension-rod which engages the front extremity of the strut and passes through the recesses in the ends of the beam proper, and through the brake-heads; substantially as described.

2. In a brake-beam, the combination With the beam proper which is formed with solid ends and middle portion, the intermediate portions being substantially I shape in crosssection, said ends being grooved or recessed at a said recesses extending in the same plane as the eentral'web of the I-shaped portions of the beam, brake-heads, `a strut or brakelever post, and a tension-rod; substantially as described.

In a brake-beam, the combination with the beam proper, the brake-heads, and tension-rod, of a strut or brake-lever post which is revolubly mounted in the beam, and which is formed with seats in its end to receive the tension-rod substantially as described.

4. The combination with the beam proper, of the brake-heads, a tension-rod, and a strut or brake-lever post having a tail-bolt which is receivedby thebeam proper, said strut being formed with intersecting grooves in its front end to receive the tension-rod, whereby said strut may be used. With a right or left hand brake-lever; substantially as described.

5. The combination with the beam proper, which is formed with a keyhole-opening, of a brake-lever post formed with a tail-bolt adapted to pass through said opening, and Wings on the rear end of said tail-bolt; substantially `as described.

6. The combination with the beam proper having a keyhole-opening formed therethrough about its middle, of brake-heads, a tension-rod, and a strut or brake-lever post having seats in its front end to receive the tension-rod, whereby said post may be used in connection with a right or left hand lever, a tail-bolt extending rearwardly from said post through said keyhole-opening, and Wings or lateral projections on the rearWardly-project ing end of said. tail-bolt Which retain the post in position when said Wings or lateral proj eetions are out of line With the key-grooves; substantially as described.

In testimony whereof I hereunto aliix my signature, in presence of tWo Witnesses, this 14th day of March, 1896.

FRANK L. LAMKEY.

NVitnesses:

HUGH K. WAGNER, F. R. CORNWALL. 

